Locomotive throttle control



July 18, 1950 s. G. DowN LocoMoTIvE THROTTLE CONTROL Filed Deo.

. VII/lll] INVENTOR E iDNEY Q. DOWN VATTORNEY Patented July 18, 1.950 v LoooMo'rivE T Hao'r'rLE `ooisrrRoL Sidney G. Down, Edgewood, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania j Application December `13, 1945,V Serial No. 634,843

4 Claims. (Cl. 192-3) This invention relates to locomotive throttle control' apparatus and more particularly to the fluid pressure type. f

When the brakes on a locomotive or on a locomotive and cars of a train are applied to decelerate or stop the locomotive or train, it-is usually desirable to close the throttle so as to cut 01T the motive power, and one object of the invention is the provision of means for accomplishing this result automatically.

Another object of the invention is the provision of means controlled by pressure of iiuid in the usual train brake pipe for automatically closing the locomotive throttle upon a reduction operation of the engineers brake valve device orv by rupture of the brake pipe, and in either case the pressure of ud in the brake pipe is usually reduced to that of the atmosphere` and hence to a degree lower than required `for effecting a full service application of the brakes.

Another object of the invention is therefore the provision of means for automatically closing the locomotive throttle upon a reduction in brake pipe pressure in excess of that required to effect a full service application of brakes.

Other objects and advantages will be apparent` from the iollowingmore detailed description of the invention.

In the accompanying drawing; Fig. 1 is a diagrammatic View, mainly in section, of a, locomotive throttle control apparatus embodying the invention; and Fig. 2` is a Sectional view taken z on the line 2-2 in Fig. 1.

Description In the drawings, the reference numeral I' indicates an adjustable engine throttle valve device for controlling flow 'of power fluidf'such'as steam, I

from a pipe 2 toa pipe 3.v The pipe 2 may be supplied with steam from4 a locomotive boiler"y (not shown) While the pipe 3 may be arranged to convey steam supplied thereto to theloco-` motive driving 'means (not shown) for propelling the locomotive. erable to regulate or vary the amount of steam The throttle valve device is op-` prises a casing containing a double acting piston' supplied to `pipe 3 by adjustment of a lever to and between a throttle closed or power off position in which it is shown in the drawing,` and a fully open or maximum power position suc f as `indicated by a dot-dash line 5. I

A iiuid motor 6 is provided which comprise l a power position 'I for adjusting the throttle' control lever 4 and a pilot portion 8 forregu-x lating operation of the'power portion 1 in accordance with pressure of fluid in a control pipe 22.

The power portion 1 of the fluid motor 6 com- 9 having at one side a pressure chamber I0 con--l nected to a uid pressure control passage II and having atthe'opposite side a chamber I2 which may be open to atmosphere through a passage. I3..l -The piston 9 is connected to one end of a) piston `rod I9 extending through chamber I2 to the exterior of the casing. The opposite end ofv rod` I9 is pivotally connected by a pin I4 to oney end of an adjustable link I5 the opposite end of- Which is pivotally connected by a pin I6 to the end of the throttle control lever 4.

l Movement of the power piston 9 in its casing will rock the throttle control lever 4 for varying f the steam supply from pipe 2 to pipe 3, and the,r parts are so arranged that with said piston in' the position in which it is shown in the drawingthe throttle control lever 4 will occupy thev throttle closed or power off position in which it is shown in the drawing, while upon movement of said piston into contact with a stop shoulder I1 in the casing the throttle control lever 4 will be moved to the fully open or maximum power' position indicated by dot-dash line 5. By'suit-y able adjustment of the power piston 9 betweenthetwo extreme positions just described, the

throttle control lever 4 may be correspondinglyH adjusted to provide any desired amount of steam to pipe 3, as will be obvious. Y I

A coil spring I8 encircling the piston rod I 9 z in chamber I2 bears againstthe adjacent faceV of piston 9. This spring is under pressure and adapted to move piston 9 to the power ofi positionl in which it is shown in the drawing when i fluid under pressure is released from pressure move piston 9 into contact with shoulder l1 to move the throttle control lever to its fully open position.

The pilot portion 8 of the fluid motor 6 comprises a movable abutment preferably in the form of a flexible diaphragm 2D which is clamped around its edge in the casing. At one side-of diaphragm 2U is a control chamber 2| open to the controlpipe 22 while at the opposite side is a non-pressure chamber 23. A rod 24 secured to diaphragm centrally thereof extends through chamber 23 and a bore-in an adjusting nut 25, secured in the casing, to the exterior of the casing Where it is connected by a pin 26 to one end of a link 21. The opposite end of link 21 is pivotally connected by a short link 28 to pin I4 which connects the power piston rod I9 to the adjustable link l5.

The adjusting nut supports, within chamber 23, a spring follower 29 which carries one end of a coil spring 30 encirclingthe Arod 24. The opposite end of'spring 39 bears against a follower plate 3| engaging the adjacent face of diaphragm 20. A portion of rod 24, which is of reduced diameter, extends through diaphragm 20, chamber 2| and a suitable sealing ring 32 into a chamber 33 wfhich'is open-through a passage 34 to passage'l'l.

The pilot portion' of the uid motor 6 further comprises aipoppet type fluid pressure supply valve 35 and an oppositely seating and coaxially aligned poppet type fluidpressure release valve 31^contained ina chamber 33. The supply valve 36 iscontained in achamber 39 adapted to be constantly supplied with fluid under pressure from 'any suitable source by way of a fluid pressure supply pipe 46. The supply valve 36 has a uted stem 4| slidably mounted in and extending through avbore' in the casing into a chamber 42 tofwhich passage' is open, and the casing has a' seat for said valve around the end of said bore adjacentchamber 39. A spring 43 in chamber39 acts on the supply valve 36 for urging it to its seat. l

`Therelease. valve `31 is carried by a sleeve 44 which is slidably mounted in the casing and which has a ,through bore in which is disposed a utedste'm 45 projecting from said valve. In chamber 38 the sleeve 44 hasa seat encircling the through bore for engagement by the release valve 31. The sleeve 44 is encircled by a sealing ring 45 carried in an annular groove ,in the casing and having a sliding Contact with the peripheral surfaceof said sleeve for preventing leaking of uid under pressure past the external surface of saidfsleeve from chamber 42 to chamber 38 and thence to atmosphere through a port 41. A coil spring48 in chamber 42 acts on one end of sleeve 44 for urging it into contact with a shoulder 49 provided on a cap nut 50. The cap nut 5|) is secured to the casing and with sleeve 44 defines the release valve chamber 38. The cap nut 50 has an axialbore in which is slidably mounted a plunger 5|', and on the end of said plunger within chamber 38 is a head 52 arranged for Icontact by the release valve 31. With the sleeve 44 in contact with shoulder 49v and with the head 52 in contact with cap nut 5l] the release valve 31 is adaptedvto be unseated `from said sleeve, as will be later described;for opening communication between chambers 42 and 38, underwhich condition the adjacent ends of the two valve stems 4| and 45 are adapted to be spaced apart a distance equal substantially to that between said valve and its seat. Upon movement'of plunger 5| in the direc` tion of the left hand it will first move the release valve 31 relative to sleeve 44 until it engages its seat on said sleeve and then further movement will move said sleeve and act through the valve stems 45 and 4I to open the supply valve 36 to establish communication between chambers 39 and 42. Upon release of pressure on plunger 5| spring 48 will move sleeve 44 along with the release valve 31 in the direction of the right hand to permit closing of the supply valve 36 by spring 43 and until said sleeve engages shoulder 49, following which the release valve 31 will move relative to and out of seating engagement with said sleeve as will be later described.

rlhe end of plunger 5| outside of cap nut 50 engages one end of a lever 53 which is fulcrumed intermediate its ends on a pin 54 carried by an arm 55 projecting from the casing. The opposite end of lever 53 is arranged for engagement by a finger 56 formed integral with and projecting from link 21 at the opposite side of pivot pin 26.

When the fluid pressure control pipe 22 and the diaphragm control chamber 2| are open to atmosphere, in a manner which will be later described, the exible diaphragm 20 and thereby rod 24 and the connected end of link 21 will assume the position in which they are shown in the drawing under the action of spring 30. With the diaphragm 29 and rod 24 in this position the release valve 31 will be permitted to open and the supply valve 36 will be closed for reasons which Will become apparent from the description to follow, whereby the power piston chamber lll will be open to atmosphere through passage Il, past said release valve and through the atmospheric vent port 41. With chamber |l| open to atmosphere spring I8 will position the power piston 9 as shown in the drawing for moving the throttle control lever 4 to its throttle closed or power off position for cutting off the supply of motive power to the locomotive.

When fluid under pressure is supplied to pipe 22 in a manner which will be also later described, such pressure will flow to chamber 2| and therein act on diaphragm 20 in opposition to spring 30. When the pressure thus provided in chamber 2| becomes sufficient to overcome the opposing force of spring 30 the diaphragm 29 will be deflected in the direction of the right hand and move the connected end of link 21 in the same direction. This movement of link 21 will actuate finger 56 and lever 53 for moving the release valve 31 into engagement with its seat on sleeve 44 and will then actuate said sleeve along with said release valve to open the supply valve 36. Fluid under pressure from the supply pipe 40 will then flow past the supply valve 36 to passage and thence to the power piston chamber I0. When the pressure of fluid in chamber l0 then becomes sucient to overcome the opposing force of the regulating spring I8, vthe piston 9 will move against said spring and actuate link |5 to move the throttle control lever 4 out of its throttle closed or power off position in the direction of the maximum power position indicated by the dot-dash line 5.

As the power piston 9 is thus moved in the direction of the right hand it will act through links 28 and 21 to rock finger 56 in a counterclockwise direction about its connection with pin 26, assuming that the diaphragm 20, the rod 24 and said pin have become stationary as will occur when the pressure of spring 30 is increased to a degree by movement of diaphragm 20 sufficient Vto countenbalance the pressure of fluid provided s in chamber 2|. As the nger 56 is thus moved in a counterclockwise direction it will permit lever 53 t0 be rocked in a like direction by'movement of the release valve 31 and ofsleeve 44 in the direction of the right hand by the Apressure of spring 48 and of fluid now present in chamber 42 acting on said sleeve. As the release valve 31 and sleeve 44 are thus shifted spring 43 will move the supply valve 36 toward, and nally into contact with its seat in a position corresponding to that of diaphragm 2l), for cutting off the supply of fluid under pressure to passage and thereby to the power piston chamber I6. The power piston 9 will then cease movement since the pressure of spring I8 will counterbalance the pressure of fluid present in chamber l0, and as a result, the link 21 and 1inger 56 will also cease movement and thus limitl counterclockwise rotation of lever 53 to prevent unseating of the release valve 31 from its seat on the sleeve 44.

It will thus be seen that the power piston 9 will cease movement in a position corresponding to the position of the pilot diaphragm 2|! and thus corresponding to the pressure of fluid provided in diaphragm chamber 2|, whereby the position of the throttle control lever 4 and thus the amountof steam supplied to pipe 3 will also be limited in accordance with the pressure of uid provided in said chamber and in the control pipe 22.

If it is desired to increase the amount of steam supplied to pipe 3 the pressure of fluid in pipe 22 and thereby in diaphragm chamber 2| will -be increased to move diaphragm further against spring to a new position corresponding to the degree of such increase in iiuid pressure. This movement of diaphragm 20 will again act through finger 56 to actuate lever 53 and thereby the release valve 31 and sleeve =44 to again open the supply valve 36` for supplying more iluid under pressure to the power piston chamber I0. The power piston 9 willA then move further in the direction o f the right handfor operating the power `control lever 4 to increase the supply of steam to pipe 3, and this movement of said piston will actuate the link 21 and finger 56 to again permit counterclockwise movement of lever 53 to permit closing of the supply valve 36 in a position of piston 9 corresponding to the increased pressure of fluid in diaphragm chamber 2|.

If the pressure of uid provided through pipe 22 in diaphragm chamber 21| r'is sufficient to move said diaphragm `toa position defined bycontact between the follower plate 3| and the casing, then the adjacent end of link 2,1 will be so positioned that piston 9 will be moved into contact with shoulder |1 in the casing atleast by the time the supply valve 36 is permitted to seat .due to such movement of'piston 9. t

From the above description itl will now be seen that the throttle control lever 4 may be moved from its throttle closed or power oi position, in which it is shown in the drawing, to any selected position to and including the full open or maximum power position, indicated by the dot-dash line 5, by providing uid at the proper pressure through the pipe 22 in the diaphragm chamber 2|. p

Now let it be assumed that steam is being supplied to pipe 3 and that it is desired to reduce the amount of suchsupply. In order to accomplish this the pressureof uid in the control pipe. 22 -will be reduced tov a'desired degree'and this 'of the type from which' fluid under pressure reduction in pressure in chamber `2| will permit the opposing pressure of spring 30 to move the diaphragm 20 to a new position corresponding to such reduction. This movement of diaphragm 2E) and thereby of rod 24 and finger 56 in the p nut 5l), following which the pressure of fluid, by

itself, in chamber 42 will unseat the release valve 31 from the end of sleeve 44. `Fluid under pressure will then be released from the power piston chamber Il! through passage past the release valve 31 to chamber 38 and thence to atmosphere through port 41.

As the pressure of fluid in chamber |IJ is thus reduced spring |6 will move the piston 9 in the direction of the left hand for thereby actuating the throttle control lever 4 to reduce the amount of steam supplied to pipe 3. This movement of piston 9 in the direction of the left hand will also turn link 21 and thereby finger 56 in a clockwise direction to rock lever 53 in a -corresponding direction to thereby move the release valve 31 back toward, and finally into contact with its seat on the end of sleeve 44 in a position of piston |D corresponding to that of diaphragm 2D and fulcrum pin 26. This seating of the release valve 52 will then prevent further reduction in pressure of uid in chamber I0 y and will thus limit such pressure to a degree corresponding to the change in position of pin 26 and thereby of diaphragm 2|) as governed by the reduction in pressure of uid in chamber 2|. As soon as the release valve 31 is closed to 'prevent further release of fluid under pressure from chamber ll) movement of piston 9 will cease, due to the reduced pressure of spring I3, in a position, it will be noted, also corresponding to the reduced pressure of fluid in chamber 2|, whereby movement of the throttle control lever 4 will cease in a corresponding position thereby reducing the supply of steam to pipe 3 to a degree corresponding to the reduced pressure of fluid in the control ppe'22.

If it is desired to further reduce the amount of steam supplied to pipe 3, a further reduction in pressure of uid in the control pipe 22 and in chamber 2| will be effected and the fluid motor 6 will again operate in the same manner as just described to correspondingly change the position of the throttle control lever 4 for effecting a corresponding reduction in the amount of steam supplied to pipe 3, If the pressure of fluid in chamber 2| is reduced to that of the atmosphere the diaphragm 20 will be returned by spring 30 to its normal position in which it is shown in the drawing, and the power piston 9 will be returned to its normal position by spring I8 and the release valve 31 will still be open, and this return of the power piston to its normal position will actuate the throttle control lever 4 to its throttle closed or power off position in which it is shown in the drawing.

It will now be seen that the fluid motor 6 will adjust the throttle valve device to vary the amount of steam supplied to pipe 3 in direct proportion to the pressure of controlling fluid provided in the control pipe 22.

The control pipe 22 leads to a throttle and brake interlock valve device 60 which comprises a casing containing a flexible diaphragm 6|. At one side of diaphragm 6| is a chamber 62 which is open to a pipe 63 constituting a brake control pipe araiaersr released or Vented for effecting an application of brakes. More specically, the pipe 63 may constitute what is commonly known as a brake pipe which in railway service extends through a train and from which iluid under pressure is adapted to be released for effecting either a service or an emergency application of brakes. For effecting a full service application of brakes, a full service reduction in pressure in brake pipe 63 will be eiected, i. e., the pressure of fluid in said pipe will be reduced to a certain degree such as to 50 pounds, from a normal 70 pounds pressure carried in said brake pipe, while for eiecting an emergency application of brakes the pressure of fluid in said pipe will be reduced to a lower degree such as atmospheric pressure, as is well known.

At the opposite side of diaphragm 6I is a chamber 64 which is connected through a pipe 65 to an operators throttle control valve device 66. One end of a stem 61 contained in chamber 64 is connected to the center of diaphragm 6I, while engaging the opposite end of said stem is a spring follower 68 which is subject to the pressure of a light precompressed spring 69. A slide Valve 10 disposed in chamber 64 between two spaced collars 1l on stem 61 and thus arranged for movement with said stem has a seat to which the control pipe 22 is connected. The slide valve 10, stem 61 and diaphragm 6| yhave two positions, namely, a throttle control position inI which these parts are shown in the drawing and which is dened by contact between a follower 12 secured to oneside of said diaphragm and a sealing ring 13 provided in the casing, and a power olf position adapted to be dened by contact between a follower 14 secured to the opposite face of the diaphragm and a stop 15 in the casing. lThe slide valve 1U has a port 16 which in the throttle control position of said valve establishes communication between the iluid pressure control pipe 22 and chamber 64 and thereby the control pipe 65 leading to the operators control valve device. In the power off position of slide valve 19 communication between port 16 and the control pipe 22 is adapted to be closed by said slide valve and a cavity 11 therein is adapted to connect said control pipe 22 to an atmospheric vent port 18,

The sealing ring 13 when engaged by the diaphragm follower 12 is adapted to prevent leakage of fluid under pressure from chamber 64 within said ring to a chamber 19 which is formed around the exterior of said ring, both of said chambers being at the same side of diaphragm 6l. In order to prevent uid under pressure accumulating in chamber 19 in case of leakage of iluid under pressure from chamber 64 past the sealing ring 13, and to thereby insure that the portion of diaphragm 6l encircling said sealing ring will be subject to atmospheric pressure when follower 12 is in contact with said ring, the chamber 19 may be open to atmosphere through a small leak port 89.

When the pressure of fluid in brake pipe 63 is at or in excess of the reduced degree required forelfecting a full service application of brakes such pressure acting in chamber 62 on diaphragm 6| is adapted to hold said diaphragm in the position in which it is shown in the drawing in sealing contact with the sealing ring 13, against the maximum pressure of iluid which may be provided through pipe 65 in chamber 64 for supply through pipe 22 to control operation of the fluid motor 6, plus the relatively light pressure of spring 69.

The area of diaphragm 6| within the sealing ring 13 is however such that when the pressure of fluid in brake pipe 63 and chamber 62 is reduced to a degree below that required to eifect a full service application of brakes, any pressure of fluid which may be acting in valve chamber 64 plus the pressure of spring 69 will deflect the diaphragm 6l out of contact with said sealing ring. When the diaphragm follower 12 is thus moved out of contact with sealing ring 13 pressure of uid in chamber 64 will also become effective in chamber 19 over the full area of diaphragm 6l to thereby provide an increased force opposing pressure of fluid in chamber 62, and this increased force will promptly move the diaphragm 6| to the power olf position defined by contact between follower 14 and stop 15. This movement of diaphragm 20 to the position deilned by contact with stop 15 will shift the slide valve 1U to close communication between chamber 64 and the motor control pipe 22 and open said pipe through cavity 11 in said slide valve to the atmospheric port 18, for thereby opening to atmosphere diaphragm chamber 2| in the fluid motor 6 to insure operation of said motor to move the throttle control lever 4 to its throttle closed or power oil' position.

The pressure of spring 69 is such as to insure movement of diaphragm 6I to the position defined by contact between follower 14 and stop 15 in case there is no fluid pressure effective in chamber 64 at a time when the pressure in the brake pipe 63 is reduced to substantially atmospheric pressure upon an emergency reduction in pressure in said pipe, but it will be apparent that such movement will not occur until after the pressure in the brake pipe is reduced to a lower degree than would occur if chamber 14 were charged with iluid under pressure at this time. The purpose of thus opening pipe 22 to atmosphere under such a condition is to insure that motor 6 will not be operated to supply steam to the engine while the brakes on the train are applied in emergency.

The operators control valve device 66 comprises a casing containing two coaxially aligned and spaced apart flexible diaphragms 82 and 83 which are clamped in the casing around their edges. Between the two diaphragms 82 and 83 is a chamber 84 open to the fluid pressure supply pipe 40 and thus adapted to be constantly charged with fluid under pressure. At the opposite side of diaphragm 82 is a chamber 85 which is open to atmosphere through a breather port 86, while at the opposite side of diaphragm 83 is a chamber 81. The chamber 81 is connected through a` stabilizing choke 88 to a chamber 89 separated from chamber 81 by a wall 90 having a bore in which said choke is disposed. Chamber 89 is open to the control pipe 65.

Chamber 84 is divided into two parts by a partition wall 9| having an opening 92 providing a constantly open communication between said two parts. The partition wall 9| also has a through bore arranged coaxially with respect to the two diaphragme 82 and 83 and slidably mounted in this bore and extending through the two parts of chamber is a stern 93. One end of stem 93 is connected to the center of diaphragm 82 by follower plates 94 and a clamping nut 95. The 0pposite end of stem 93 is provided with an enlargement 96 extending through the center of diaphragm 83 and secured thereto by clamping plates 91 and a clamping nut 98 disposed in chamber 81.

The clamping nut 98 has a cylindrical extension 99 slidably mounted in a bore provided through wall 90. The enlargement 96 of stem 93 has a chamber |00 open. through ai-port|0| to chamber l85 andcontaining a iiluicl` pressure supply valve |02 having a fluted stem |03 extending through an axialbore in nut 98 into chamber 89, 4said nuthaving around said bore a seat for said valve. A spring |04 contained in chamber acts on the supplyvalve |02 for urging it to its seat.

The casing is provided with an'axial bore open `to chamber 89 opposite the cap nut198, and slidably mounted in this bore is a sleeve which carries ai ring |06 having sealing and slidingcontact withthesurface of lsaid bore for preventing leakage of fluid under pressure from chamber 89.: In the end of sleeve ,|05 adjacent chamber 89.1is an axialbore in which is slidably disposed a uted stern |01 of a fluid pressure release valve |08 contained in chamber 89,1said sleevev being 4provided aroundsaid bore with a seat for said The release-valvef |08 and vstem |01-are valve. arranged in coaxial relation with thesupply valve |02 and its stem |03, and .said release valve is urged into contact with the end of the supply valve, stem |03 by a spring |09 contained in the sleeve |05. The opposite end of sleeve |05is closed by a cap nut I0 extending into the sleeve for supporting the adjacent end of spring |08 and extending beyond the outer portion of the sleeve to provide a seat for one endof a bias spring The interior of sleeve |05 is constantly open to atmosphere through one or more ports ||3 in the sleeve adjacent the cap nut |09, a chamber I4 in the casing and an opening |5.

The pressure of spring |09 on the release valve |08 is less than the pressure of spring |04 on the supply valve |02, so that upon movement of sleeve |05 in the direction of said supply valve the spring |04 will hold said release valve against movement until engaged by said sleeve following which further movement of said sleeve will act through said release valve to open said supply valve, and so that upon movement of said sleeve in the opposite direction spring |04 will seat the supply valve |02, before spring '|09 becomes effective to hold the release valve |08 against movement whereby sleeve |05 may move out of contact with said release valve.

A coil regulating spring |21 encircling stem 13'in chamber.84 has one end supported on the partition wall 9| while the opposite end is arranged to act on diaphragm 83 in oppositionto pressure of fluid in chamber 81. WithV diaphragm 83 and sleeve |05 in the positions in which they are shown in the drawing, and in which the sup ply valve |02 is seated and the release valve |08 is open, said spring is adapted to be expanded to its free height.V

Extending through the opening I5 into chamberr H13 and therein supported on the Ycasing and encircling the sleeve |05 is an operators control lever ||1 which supports the end of vbias spring opposite that engaging the `cap nut ||0. Within chamber ||4 the lever ||1 is provided with an upwardly extending cylindrical portion ||.8 encircling the bias spring and having two oppositely arranged longitudinally extending slots |.|9. An inverted U-shaped saddle ex-V tending over the cap nut ||0 has two oppositely. arranged legs |2| slidably mounted inthe slots ||9 .in the cylindrical portion I8 of lever ||1. In the bottom 4or base portion of saddle |20 is a regulating screw |22 engaging the cap nut ||0 and secured in an adjusted positionby a lock nut` |23. Each of the saddle legs |2| `is provided wthan outwardly extending toery |24, the two toes |241 slidablyl engaging oppositely `arranged and like cam surfaces |25 provided on a ring |26 whichissecured inthe casing. z y

With theoperators control' lever ||1 in what may be called a normal position, in whichit is shown in Figs. 1 and 2 of the drawing, the toes |24 engage portions of the cam surfaces` `|25 which permit movement of sleeve `|05 by bias spring to a maximum upward position in which the re lease valve |08 is unseated from the end of sleeve |05 by spring |09 `while the supply valve |02 is closed by spring |04. With,` the supply valve |02 closed and the release valve |08 open chamber 89 and thereby the control pipe 6'5 are open to atmosphere past said release valve, through the interior of sleeve |05, port |3, chamber H4, and opening ||5.

If theoperators control lever 1 is moved from the normal position ina direction away from the reader, as viewed in Fig. 1, or in the direction of the left hand as Viewed in Fig. 2, this move- `ment will turn the saddle |20 relative to the ring |26 and `engagement `between the saddle toes |24 and the cam surfaces |25 on said ring will move the sleeve |05 in the direction of the release valve |08. If this movement of the operators control lever is sufficient-the sleeve |05 will be moved into contact with the releasevalve |08 and then move said release valve to open the supply valve |02 to an extent corresponding to the position of said lever. 4Fluid under pressure supplied to chamber 8d from the iiuidfpressure supply pipe 40 will then `flow 'past` the supply valve |02 into lchamber 89 and thence to the control pipe 65 and through choke 88 into charn-V ber 81 wherein it will act on diaphragm83 in opposition to the pressure of spring |21. i When the `pressure of fluid thus obtained` in chamber 01 and in the` control pipe 65 is increased to a degreesufcient to overcome the force of spring |21 the diaphragm 83 will deflect against said 'spring in the direction of the supply; valve |02. Assuming that movement of the operators control lever il'l from its normal position has been limited to less than a maximum degree, the supply Valve |02 will be stationary so that. movement of diaphragm 83 by increasing pressure of fluid in chamber 81 will be relative'to said valve until the =cap nut 98. is moved into contact with said `valve for preventing further flow of fluid under pressure to said chamber and to the control pipe .65. When the` supply of fluid under pressure to the control pipe 65 and to chamber 81 is thus cut oli, limiting vthe increase in such pressure, movement of the diaphragm 84 will cease, since the increased pressure of spring |21 will counterbalance the pressure oi fluid in said chamber, whereby the pressure of iluidfin said chamber and in the control ypipe 55 will be lim# ited` in accordance with the position oi the supply valve |02 asdened by the. extent'of movement of the operators control leverl I1 from its normal position.- f I f1-5 If the-operator desiresrto increaserthe pressure of fluid in chamber 81 and inthe control pipe 65 he will `rncive lever |1|'| further in the direction' of the left hand asviewed in Fig. 2 of the drawings for1thereby again .unseating the supply valve |02. Fluid under pressure 'will .then again: be supplied past the supply4 valve |62 .tothe control pipe 65 anddiaphragm chamber 8.1, and the-dief.-` phragm 83v will again be exedagainst spring |2'| until the supply valve |02 iis again seated for limiting the `pressure of fluid in the control'pipe;

65m accordancewith the new position ofthe atraen operators control lever IH. It 'will thus be seen that by suitable adjustment of the operators control lever ll'l out of normal position, in the Hdirection of the left hand as Viewed in Fig. 2 of vthe' drawings, any desired vpressure of fluid may be provided in the control pipe 65.

yAssuming that the "control pipe 6'5 is charged with fluid under pressure as just described and the operator desires 'to reduce the pressure of Isuch fluid, he will move the control lever lil in the direction of the right hand, as viewed in Fig. 2 of the draw-ing, whereupon the position of the saddle toes |22! with respect to the cam surfaces |25 will Vbe so Changed as to permit bias fsprlng Hi to move the sleeve v105 in a direction away from the supply valve |02. With the supply Valve |02 seated, spring 109 'will hold the release valve |08 against movement with the sleeve '106 so that said release valve will be opened to lconnect chamber -80 and the control pipe 65 Vto 'atmosphere Fluid under pressure will then be 'released 'from chamber 89 and pipe 65 and also from chamber Blabove the diaphragm 83 and as the pressure of uid in chamber 81 reduces spring '|21 will 'move the diaphragm 83 in an upl'tv-amdly direction, and spring yIllll -acting on the supply valve |02 will lmove said valve and the 'relea'sevalve |08 with-said diaphragm.

Assuming that the -operators control lever is still out of its normal position and Vthat movelment rci the v'sleeve ik|05 in "an upwardly Adirection is limited to a degree less than to its normal position. this movement of diaphragm 8'3 by spring |21 and thereby -of the supply valve |02 and i'el'ease valve |08 by spring 'led will be relative to said sleeve until said release valve moves into seating engagement 'with 'saidsleeve for Spreventing further release of fluid under pressure 'frompipe' and chamber 81'. Movement 'of dia-l phragm 84 will then cease since the pressure of fluid 'remaining in chamber 81 will 'counterbal- 'ance the reduced pressure of spring |217. It will thus beseen 'that the pressure of fluid in the control pipe 65 will be reduced only to a degree correspending to the 'change in rposition of the operatoris control lever rI'l and thereby to the correspending change in position of sleeve |05.

Ii "the lever -||1 is moved further toward, but nottditsfnormal position, the structure will again operate to cause a ycorresponding reduction in the pressure of vfluid in pipe 65, vwhile if the lever 4I lil is returned to its normal position, in which it is shown in the drawing, the sleeve 1'05 will be moved to such a position as to 'prevent closure of the release valve |08 at the time the 'spring |21 becomes expanded toits free height. Under this latter condition the release valve |08 will thus remain open so vas to completely vent the fluid pressure f rom the control pipe 65.

With 'the parts of the throttle and brake interlock valve device 60 in the position in which they are-shown'in the drawing, establishing the communication between control pipes 65 and 22, and thereby between the operators control device 66 and the pilot diaphragm chamber 2| in fluid motor 6,-it will now be seen that by operation of said control device the operator may cause Voperation of the fluid motor 6 to adjust the throttle control lever 14 to any position between and including its power oi position in which it isshown in the drawing and its maximum power position indicated by the dot-dash line 5, so'as to thereby out off the `supply ofs'tam to -pipe 3 or .provide any selected amount of steam to said pipe, but with the parts of the brake and throttleinterlock valve 12 device inthe other position as donned by engage'- `ment between the diaphragm follower 11i and stop 15, y'cinitrol of 'the steam supply to pipe 3 by the operators control valve device 66 is prevented and the supply of steam to the locomotive vis cut off.

Summay From the above description it will now be noted that the brake and throttle interlock valve device 66 permits the operator to control the throttle valve device I by operation of the control valve device y66 for regulating the supply o'f steam to pipe 3, when the brake pipe 63 is charged with uid at a pressure not less than a chosen degree, such for example as required to permit a full service application of brakes, but prevents control of the steam supply to pipe 3 and automatically causes closing of the steam throttle valve device l, if open, when the pressure in said pipe is at a lower degree, as upon an emergency reduction in pressure in said pipe.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In an engine throttle control apparatus, in combination, an engine throttle device for vcoritrolling the power output of said engine having a power off position and a power on position, a fluid motor operable by fluid under pressure to move said throttle device from said power off position to said power on position, means operable upon release of fluid under pressure from said motor to ymove said throttle device to said power olf position, an operators control device for supplying vuid under pressure to said motor., a brake control pipe, and means operable upon release of uid under pressure from said brake control pipe to release fluid under pressure from said motor and upon supply of fluid under pressure to said .pipe to render said operators control device effective to 'supply fluid under pressure to said motor.

2. In an engine throttle vcontrol apparatus, in combination, :an engine throttle device yfor con trolling the power output `of said engine having a power ofi' position and a power on position, a fluid motor operable by lfluid under pressure to move said throttle device 4from -said power oi position to said lpower on position, means operable upon release of fluid under :pressure from said motor to move 'said throttle Adevice to said .power voff Vposition, an operators control device for supplying uid under pressure to and for releasing uid under .pressure from said motor, a brake control pipe, and `an interlock valve -device controlling communication between said control device and motor, said interlock valve device being controlled by pressure of fluid in said brake control vpipe and being operable upon a reduction in pressure of fluid in-said brake control pipe to close said communication and at the same time release fluid under ,pressure lfrom said motor.

3. In an engine throttle control apparatus, in combination, 'an engine throttle device for conf trolling the power output-of said engine having a power 01T .position and la power on position, a uid motor operable by fluid under :pressure -to move said Vthrottle vdevice from said poweroff position toifsaid power on position, means operable upon release of fluid under pressure from said motor to :move said throttledevice to said'power off position, an operators control device for supplying fluid lunder :pressure to and ifor releasing fluid under ypressure from :said motor, anbrake 13 control pipe, and an interlock valve device comprising valve means controlling communication between said control device and motor, and

means operable by fluid in said pipe at a pres sure exceeding a certain degree to actuate said valve means to open said communication and operable upon a reduction in such pressure to a lesser degree to actuate said valve means to close said communication and at the same time release fluid under pressure from said motor.

4. In an engine throttle control apparatus in combination, an engine throttle device for controlling the power output of said engine and having a power off position and a, power on position, a fluid motor operable by fluid under pressure to move said throttle device to said power on position, means operable upon release of fluid under pressure from said motor to move said throttle device to said power off position, a communication for conveying fluid under pressure to and from said motor, an operators control device for supplying fluid under pressure to and for releasing fluid under pressure from said motor through said communication, valve means controlling the fluid pressure supply and release communication between said control device and motor and selectively operable to either open said communication, or to close said communication and at the same time release iluid under pressure from said motor, a brake pipe, and means operable by pressure of iluid in said brake pipe to actuate said valve means to open said communication and operable upon a reduction in pressure of fluid in said brake pipe to actuate said valve means to close said communication and release fluid under pressure from said motor.

SIDNEY G. DOWN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 771,338 Turner Oct. 4, 1904 1,180,788 Murray Apr. 25, 1916 2,088,486 Schoepf July 27, 1937 2,170,256 Stewart Aug. 22, 1939 2,203,777 Detmers June 11, 1940 

